Device for shifting the gears of automobiles



E. S. HARDEN. DEVICE FOR SHIFTING THE GEARS 0F AUTOMOBILESA APPLICATION FILED JUNI-:15, 1914. 1,331,012 Patented Feb. 17,1920.

6 SHEETS-SHEET l.

mm. mmf@ @www E. S. HARDEN. DEVICE FOB SHIFTING THF;` GEARS OF AUTOMOBILES.

APPLICATION F|LD1UNE5, 1.914- 1,331,01 2.. Patented Feb. 17, 1920.

6 SHEETS-SHED 2.

E1s. H ARDEN., DEVICE FOR SHIFTING THE (SEARS -OF AUTOMOBILES. APPLICATION. FILED JUNE I5. i914.

1;331,01 2. Peeeeeed Fee. 17,1920` 6 SHEETS-SHEET 3.

J2? I A? ::1: s ne i I 12 123 zza' 131 i o 132 l I l I j 5 \Q:

WITNESSES:

E. s. HARDEN. DEVICE FOR SHIFTlNG THE GEARS 0F AUTOMOBILES APPLICATION. FHLED IUNE .LSI 1914.

Patented Feb. 17, 1920.

6 SHEETS-SHEET 4.

W1 rzvEssEs.- IN VENTOR:

E. S. HARDEN.

DEVICE FOR SHIFHNG THE GEAHS 0E AUTOMOBILES.

APPLICATION FILED JUNE l5, 1914. N

Patented Feb. 1r, 1920.

6 SHEETS-SHEET 5.

A T'TOR NE Y.

1 E. S. HARDEN.

DEV|CE FOR SHIFTING THE GEARS 0F AUTOMOBILES.

APPLICATION FILED JUNI-:15. 1914.

Patented Feb. 17,1920.

6 SHEETS-SHEET 6.

Q-d @c Si 5 /M F9. /44 I "33 o@ L GW O I I I @"3" IAI'I/ENTOR. 16TH/wauw A TTOR NE Y.

-UN1TED STATES PATENT oFFicE.

EMMETT SIDNEY HARDEN, OF CASEY, IOWA.

DEVICE FOB SHIFTING THE GEARS OF AUTOMOBILES.

To all whom t 'may concern.'

Be it known that I, EMMETT SIDNEY HAR- DEN, a citizen of the United States, residing at Casey, inthe county of Guthrie, State of Iowa, have invented certain new and useful Devices for Shifting the Gears of Automobiles, Vof which the following is a speciication, reference being had to the accompanying drawings.

The object of this invention is to provide an improved mechanism, deriving its power from the engine of an automobile, for shifting the gears.

A further object of this invention is to provide an improved mechanism, deriving its power from the engine of an automobile, for shifting the gears of the automobile to correspond to `the speed at which it is traveling. n

A further object of this invention is to provide a device susceptible of either hand control or automatic operation, through the speed indicator, dependent on the speed of the machine. f

A further object of this invention is to provide suoli a device the operation of which may be effected either through purely mechanical means or partly through mechanical and partly through electrical means.

My invention consists in the construction, arrangement and combination of elements hereinafter set forth, pointed out in lmy claims and illustrated by the accompanying drawing, in which- Figure 1 is a side elevation illustrating my improved mechanism ink position for use on an automobile. Fig. 2 is an isometric view, on an enlarged scale, illustrating the` operating mechanism inside the housing. Fig. 3 is a conventionalized face view of the speedometer and the plane over the steering wheel, and the mechanism connected therewith, on an enlarged scale. Fig. 4 is a front elevation of the means for operatively connecting the shifting mechanism to the engine of the automobile. Figs. 5 and 6 are cross-sectional elevations on the lines 5-5 and 6-6 of Fig. 4. Fig. 7 is a vertical section, onan enlarged scale, on the line 7-7 of Fig. 2. Fig. 8 is a horizontal section` on an enlarged scale, on the line 8-8 of Fig. 2. Fig. 9 is a rear elevation of the selecting means for releasing the shifting mechanism. Fig. 10 is a cross-section on the line 10-10 of Fig. 9. Fig. 11 is a plan illustrating a portion of the housing and the operating devices attached Specification of Letters Patent.

Application filed June 15, 1914.

vand adapted to `oted at their upper ends Patented Feb. 1v, 192e.

seriei No. 845,330.

thereto. Fig. 12 is a plan, partly in section, illustrating the devices shown in the lower portion of Fig. 2. Fig. 13 is a side elevation, partly in section, illustrating the devices shown in the upper portion of Fig. 2. Fig. 14 is a diagram of the electrical connections and devices employed in the mechanism.

In the construction of the mechanism as shown a housing or casing M is suitably mounted and carried beneath the frame N of the vehicle on which the mechanism is employed. A shaft 131 is journaled for rotation' in bearings 125, 130 and extends transversely in front of the fly wheel 143 of the engine of the automobile. A friction wheel 132 is fixed to one end portion of the shaft 131 and normally is in contact with be driven by the {iy wheel 143. Means preferably is provided for throwing the friction wheel 132 out of engagement at times with the fly wheel 143, and to this end I have shown the shaft 131 journaled in a boxing 127 which is slidingly mounted in a slot 144 (see Fig. 6i) in the bearing 130. A lever 12S has its lower end fulcrumed on the bearing 130 and is formed with a cam 145 on its rear face adapted to engage the boxing 127 and force it rearwardly in the slot 144 to bind the friction wheel 132 into operative engagement with the fly wheel 143. The upper end of the lever 123 is pivotally connected by a rod 129 to a lever 146 fulcrumed on the frame of the automobile within reach of the operator. A pinion 124 is fixed to the opposite end of the shaft 131 and is in meshwith and adapted to drive an internal gear 123 mounted on a short shaft 147 journaled in the bearing 125. the outer face of the internal gear 123 and a pitman 41 is pivotally attached at one end to said Wrist pin, and enters the forward side of the casing M, and is pivotally connected at its rear end to a carrier 37, concaved or recessed transversely on its upper face, slidingly mounted on the bottom of the forward part of said casing. These parts are designed to be driven continuously while the engine is running, but may be disconnected through the foot lever 146, rod 129 and lever 128 when desired.

' Transversely spaced twin arms G are pivto a pivot E within the forward -part of the casing M and extend rearwardly and downwardly therefrom and thel lower ends of said twin arms A wrist pin c is formed onv extends rearwardly are adapted to engage in the recess of the carrier 37 at times and travel therewith. A plurality of arms 43, 44, 45, 46, 47 and 54, in this instance six in number, are mounted longitudinally of and beneath the top of the casing M and secured at their rear ends on a fixed pivot G. A plurality of -bell-crank detents 48, 49, 50,-51, 52,53 have their central portions secured to a xed pivot F in 4the upper forward portion of the casing M. The bell-cranks 48-53 inclusive are arranged with their horizontal members overlying the arms-4347 and 54,-and their vertical members formed with hooks engaging and supporting the free ends of said arms.

A plurality of leaf springs 87, 88, 89, 90,91,

92 are xed to the wall of the casing M and engage the detents 48-53, to hold'said detents in supporting engagement with the arms 43-47 and54. A hooked detent'19 is pivoted at its upper end to the central portion of the arm 54 andnormally engages at its lower end a lug@ on one of the twin arms 6 and supports said twin arms out of engagement with the sliding carrier 37. A

ycarrier 38, formed with a transverse recess or concavity 1n its upper face, 1s shdlngly mounted on the bottom ofthe casing M at the rear of the carrier 37 and is pivotally' connected to the twin arms 6 by links 12, 13, so that when said twin arms are'in engagement with the carrier 37, the carrier 38 is moved therewith. A plurality oflarms 1, 2, 3, 4, 5, in this instance five in number, are pivoted at their upper ends on a fixed pivot D mounted transversely of the casing M, extend downwardly and forwardly,and their lowerA ends are adaptedto engage, individually or selectively, at times, with the recess in the upper face of the carrier 38 and travel therewith. The arms 1, 2, 3` 4, 5 are alike in construction and are formed with lugs g on their forward faces engaged and normally supported by hooked detents 20, 21, 22, 23, 24 pivoted at their upper ends on the arms 43-47 respectively, but to the rear of the pivoting of the hooked` detent 19 on the arm q hooked detents 20-24 pass loosely through holdslthe hooked detent 19 54. A flanged plate 56 extends transversely of the casing M, and the hooked detent 19 passes loosely throughan aperture near the forward margin of said plate, while the spaced apertures near the rear or flanged margin of said plate. A spring 57 is fixed to the plate 56 and engages and normally n in engagement with the'lug p of the twin arms 6. Springs .58, 59, 6061, 62 are fixed to the plate 56 and engage the hooked detents 20, 21, 212-, 23, 24 yrespectively and normally hold them in ngagement with the lugs f] of the arms 1, 3, 4, 5. y

Sliding carriers 39, 40 are mounted side by side on the bottom of the casing M and adapted to travel at the rear of the carrier and act to 38 and said carriers 39, 40 are separated by a partition 122 and preferably are formed with tongue-and-groove connectionsto said partition andthe side walls of the casing. Levers 7, 8 are spaced apart and fulcrumed intermediate of their ends on a fixed pivot H extending transversely of the casing M, and l are inclined rearwardly and -downwardly and are adapted to engage at times with their lower ends in the sliding carriers 40, 39 respectively. `Levers 9, 10, 11 are fulcrumed at their upper ends on a fixed pivot O extending transversely of the casing M at the rear of the pivot H, and extend for- -wardly and downwardly therefrom. The

levers 11, 10 and 9 are pivotally connected by links 14, 15, 16 respectively to lower portions of the arms 2, 4 and 5; but the connection of the link 16 to the lever 9 is materially farther from the lower end' of said lever than are theconnections ofthe links 14 andsl to the levers 11 and 10. Bellcrank levers 26, 27, 28, 29, 30 are fulcrumed at their angles on the pivot G and have their upper ends pivotally connected by links 69, 70, 71, 72, 73 respectively to upper y portions of the levers 1, 2, 3, 4, 5; and the horizontal members of said bell crank levers underlie and are adapted to engage and raise at times the arms 43, 44, 45, 46, 47 respectively. y

'Slprin s 107 (see Fig.. 13) are mounted within s ee've 113 and aroiind studs 94 in a box 93 above and are adapted to engage the arms 43, 44,' 45, 46, 47 and 54 respectively press -said arms downwardly when, released by the detents 48-53. A spring 106 acts to press the twin arms 6 downwardly when disengaged from the hooked detent 19, and said spring is mounted within a sleeve 81 and around a stud 80 carried by a bracket 74 fixed to the inner wall of the casing M. Springs 101 are coiled `around studs 75 and within sleeves 82 carmovement of said. carrier disengages theclutch ,preliminary to a shift of the gears,

as will be understood. The sliding carriers 40, 39 are connected by gear-shifting rods 35, 36 respectively to and adapted to shift the gears of the transmission, in a -5 manner that will be well understood by extends transversely across the top of thel casing M, and said bar is formed with a downward extension on one end overlying and adapted to depress the horizontal member of the bell-crank detent 53. A bar 32 is slidingly connected to the bar 31, through the longitudinal groove therein, and is formed with a downward extension on one end adapted selectively to overlie and to depress at times any of the bell-crank de tents 48, 4.9, 50, 51, 52 or 53. f1-lever 14o is pivoted at one end on the casing M and is formed with a laterally extending arm 141, pivotally connected by a link 142 to the projecting end of the bar 32. The opposite end of the lever 140 is pivotally connected by a link 139 to a crank shaft 138 mounted along'the steering column; and to the upper endy of said crank shaft is fixed an operating arm 136 arranged for arcuate movement on a lplane or segment 135 carried by the steering whee1 The bar 32 1s '40 adapted for sliding move1 nent relative to the bar 31 through the arm 136, crank shaft 138, link 139, lever 140, arm 141 and link' 142; -and the extent of such motion, and position of the member 32 relative to the several detents48-453, is determined by the position of the said operating arm 136 on the segment 135. The several desired positions of the arm 136 are indicated on the segment 135 bv characters such as N, H R, 1, C 2,?? 377 (t 4,37 respectively neutral, reverse, and first, second, third and fourth forward speeds of the machine.

A series of six vibratory hammers V (one of which is shown, Fig. 2) are mounted over the horizontal members of the bellcrank detents 48-53, and are operatively connected to electric coils shown conventionally at A, within the casing M. rThe coils A are connected by insulated conductors 137 with the speed gage or speedometer 133 and also with the segment 135 on the steering wheel, and with any suitable source of electrical energy, such asa battery. These conductors are normally in open circuit and may be closed, to the end of energizing the coils A and oscillating the hammers V, by buttons (Fig. 3) mounted on the segment 135 in juxta-position to the Characters (C N, C( R, 1,77 (i 2,77 C377 4, for manual operation. Means is also provided, in connection with the speed gage 133, for automatically closing the circuit for a similar purpose for various operations dependent on the speed of the iehicle, which means and its operation will be hereinafter described in detail.

In practical use, power applied on the bellecrank detent 53, either through the vdownward extension of the bar 31 or 80 through a hammer V,'releases the engagement of said detent with the bar 54, against the action of the spring 92, and the spring 118 presses said arm 54 down and carries the hooked detent 19 away from the lug p, 85 thus releasing, the twin arms 6, whereupon the spring 106 pushes said twin bars down into the plane traversed by the sliding carrier 37, and into the recess of said carrier, which it will be remembered, is moving continuously backward and forward. Forward movement of the carrier 37 carries the ends of the twin bars 6 forward, and the sliding carrier 38 is also carried forward, through the action of the links 12, 13, and consequently the rod 34 is moved forward and the clutch released. In this movement of the twin arms 6, also, the arm 54 is returned to position, inthe following manner. A bell-crank lever 25 is fulcrumed on a pivot K beneath the arm 54, and has one end pivotally connected to the twin arms 6 by a link 68. Forward. movement ofthe twin arms 6 causes an oscillation of the bell-crank leve: 25, during which the free arm thereof engages beneath and raises the arm 54 until rengaged by the bell-crank detent 48, bythe assistance of the spring 92. The backward or return movement of the carrier 37 carries the twin bars 6 to first position, the lug p rengaging with the hooked detent 19, which is snapped into position by the action. of the spring 57. Such movement also returns the bell-crank lever 25 to its original position, as well as 115 the carrier 38, thusrengaging the clutch. This action takes place each time it is desired to make a shift or return thc gears to neutral position.

Power applied to the bell-crank detent 120 52, through the downward extension of bar 32 or electrically through a hammer V, includes all of the above described operations. as the member 31 is always depressed whenever the member 32 is depressed. and the 125 hammers V are so arranged that theone operating on the bell-crank detent 53 always operates in connection with either of the others. Such application of power also results in the release of bell-crank detent 52 130 .from-the arin 43, thus causing the hooked y said carrier. Return movement of the carrier 38 oscillates the lever 1 and the link 17 causes an oscillation of the lever 7, which is thereby brought into position for engagement with the carrier 40. Such engagement carriesforward the sliding carrier 40 and with it the rod 35, which is connected to the transmission in such a manner as to throw 'the gears into reverse position by this forward movement. Such rearward movement ofJ the lever 1 also causes an oscillation of the bell-crank lever 26, through the link 69, thereby raising the arm 43 to engagement with the bell-crank detent 5 2. At the end of this movement the leverl remains down and in engagement with the carrier 38, thus locking the gears in the reverse position.

p Power applied tothe bell-crank detents 51 and 53 simultaneously, through the members 32 and 31 or hammers B, following the above operation, results in the movements connected with the disengagement of the clutch as previously described. The forward movement of carrier 37, ,resulting in forward movement of carrier 38, also carries the lever 1 back to its original position, reengaging the hooked detent 20 with the lug g thereof through the assistance of the spring 58; and also returns the link 69, bellcrank 30, link 17, lever 7, carrier 40 andv rod 35 to original position. At the same time the :arm 44 is disengaged from the bellcrank detent'l, the spring 116 pushes down on said arm 44, and hooked detent 21 is released from lug g of lever 2^, which is pushed down by the spring 102, and thev said level` 2 is in position for engagement oy the carrier 38. In the return movement ofcarrier 38 the lower end-of lever 2 is carried rearwardly andthe rod or link 14 moves the lever 11 so that its lower end engages the carrier 40. By this means the carrier 40 is carried rearwardly from neutral position and the rod 35 is likewise moved rearwardly, and is so connected to the transmission as to cause, by such movement, a shift to the ear controlling first speed, for instance. his movement of the lever 2'also results in` an oscillation of the bell-crank 27, through the returning the arm 44 to original position and engagement with v bell-crank detent .51.

The next forward movement of carrier 38 however accomplished, returns the lever 2, link 70, bell- .crank 27, link 14, lever 11, carrier 40 and 'rod'35 to original positions, rengaging lever 2 with hooked detent 21.

l 'When power is applied -to the bell-crank detents 50 and 53 simultaneously, throu h the members 32 and 31 or hammers V, t e

clutch is disengaged, and the member 50 is disengaged from the arm 45, which is pushed down by the spring 115, and the hooked detent 22 is released from lug g of lever 3, which is pushed ydown by spring 103, and the said lever 3 is moved into position for engagement with the carrier 38. Rearward 4movement of the carrier 38 oscillates the lever 3 and the link 18 oscillates the lever 8 so that its lower end engages the sliding carrier 39. Throughithe lever 8 the carrier 39 is moved forward and with it the rod 36, connected to thetransmission, and the gears are thrown, for instance, into second speed forward. This movement of the lever 3 also results in an oscillation of the bellcrank 28, through the link 71, to the end of returning the arm 45jto original position and rengagement with the bell-crank detent 50. The next forward movement of the carrier 38 returns the lever 3, link 71, bell- 36 to original position, regardless of lwhatever other operation is performed coincidently with or subsequent to such forward movement of the carrier 38.

When power is applied to the bell-crank detents 49 and 53 simultaneously, the clutch is disengaged, and the arm 46 is disengaged from the detent 49, the arm 46 is pressed down by the spring 114, and]l the hooked detent 2'3 isreleased from lu gof lever 4, which is pushed down by sprlng 104 to position for engagement with the carrier'38. Rearward movement of the carrier 38 oscillates the lever 4 and the link 15 oscillates the lever 10 so that its lower end engages the sliding carrier 39. This has the result of moving rearwardly the carrier 39 and rod 36, and throwsthe gears, for instance, into the third speed/forward. This movement of the lever4 also results in an oscillation of the bell-crank 29, through the link 72, to the endof returning the arm 46 to original position and engagement with the bellcrank detent 49. The next forward movement of the carrier 38 returns the lever 4,

i link 72, lbell-crank 29,' link 15, lever 10,

carrier 39 and rod 36 to original position.

When .power is applied simultaneously to the bell-crank detents 48 and 53, the clutch is disengaged, and the arm 47 is disengaged crank 28, link 18, lever 8, carrier 39 and rod i i link 16 is connected nearer the center of the 130 lever 9 and consequently moves said lever 9 a greater distance than the link 15 moves the lever 10. This eXtreme rearward movement of the rod 36 results in a shift of the gears to position for fourth speed forward, in the eventthe vehicle is equipped to that extent. If not, it will be understood that the elements now lbeingdescribed maybe dispensed with. This rearward movement of the lever 5 also results inl an oscillation of the bell-crank` 30, through the link 73, to the end of returning the 4arm 47 to original position and engagement with the det-ent 48. The next forward movement of the earrier38 returns the lever 5, link 73, bell-crank 30, link 16, lever 9, carrier 39 and rod 36 to original positionx'f/ Thus the application ofpower to the part 53 and any one of the other like parts, 48, 49, 50, 51, 52, results in either a forward or backward movement of arod 35 or 36, to change the gears as desired.. Once changed from the neutral or original position, the

parts, so changed, remain locked in their new position by engagement of the parts 6 and 19 until the next change is desired. The neutral or original position, from any other position, is obtained by the application of power to the part 53 alone, as the forward movement of carrier 38 returns all parts affecting and including parts 35 and 36 to their original position, and the return moyement rengages the twin arms 6 with the detent 19.

Thus the power from the engine, operating through the friction wheel 132, shaft 131, gear 124, Vgear 123, connecting rod 41, is bridged across the plane traversed by the sliding parts 37, 38, 39 and 40, by the members 1 to 18 inclusive,- which provide the necessary selection of gear and operate directly on the gear-shifting rods 35 and 36 to accomplish such chan e.

lThe purely mechanical application of power to the members 48-53 is performed through the push rod 33 and operating arm 136; the'latter member 136 being positioned to place the member 32 over the proper place to shift the selected gear, and the push rod 33 being depressed to exert power through the members 31 and 32. Pressure on the push rod 33 when the downward projections of both members 31 and 32 are fdirectly over themember 53, results in allparts being brought to or left at neutral or original position. The projection of part 31 remains at all times over the member 53, and the projection of part 32 is directly over one of the parts 53,52, 51, 50, 49 or 48, as indicated by the position of the operating arm 136 i on the segment 135.

, The partly mechanical and `partly electrical application of power to the members 48-53 1s accomplished by pressing the buttons 4:, 46373,' 662,1, G1-, R and N37 and 53, and so on.'

The automatic application of power to the members 48-53 by the hammers V, and the consequent automatic shifting of gears, is applicable to the forward movements only of the automobile. vWith the engine operating and the vehicle at a dead stop, the gear is placed into the first speed forward by either of the methods above described, `and the vehicle is then ready to start forward. A series of contact members a, b, b, c, c, d are mounted on the face'of the speed gage 133 and adapted for successive contact by the speed indicating hand as it passes over the dial. The contact members are independently connected, through the fuse 137, 90 so as to effect connections between the battery and the several coils, and said contact members are so arranged on the dial of the speedometer as to make'the shifts progressively from first speed forward to fourth speed forward as the speed of the machine increases, and to do thisl automatically by contact of the indicator hand as it indicates such increased speed; and also to reverse and make the required shifts as the speed of 100 the vehicle decreases, in a like -Ina-nner. When the indicator hand reaches the first contact member b the slight pressure caused by passing over such member closes the connection of the coils opposite the members 53 and 50, which results in changing the gears to second speed forward, through the oscillation of the corresponding hammer V,

`fourth speed. As the indicator hand of the speedometer indicates a decrease of speed it will perform the change from fourth speed to third speed at the first point c over which it passes in itsreturn; a change to second speed at the first point b; and a change to 12( first speed at the point a. It is to be understood that the change is made by the indicator hand only when passing over the first of the points b' and c in either direction, as they are so arranged that the second of each 12! of said points will not beai'ected by the passing of the hand, and the battery and coils will be connected only when the pressure is coming from the ri ht direction.

There are three direct attery wires. or

vsegment 135, with its wires permanently connected With the battery or electric current; namely, one to the coils opposite member 53, one to the speedometer branching to points a, I), b, 0, c, and d, and one to the indica-tor 135, branching to Nafi HR, 1,97 2,73 163,77 4.79 Permanent wires connect the points N,- GR, 1,77 2,37 H377 a,11(:1 477 the coils opposite members 53, 52, 51, 50, 49 and 48, the wires connecting points 1, 2, 3 and 4, and the coils opposite members 51, 50, 49 and 48, also running to the speedometer where they respectively connect with points a, b and c and c, and d. The coil opposite member 53 is valso connected separately and individually with the coils opposite members 52, 51, 50, 49and 48 respectively. The wires direct from the battery or electric current are fastened permanently at the battery, and the one running to the coil opposite member 53 is also fastened. The normally broken connections between the battery wire and the points N R, 1, 2, 3 and 4 are closed byV buttons at those points, and the normally 'broken connections ibetween the battery wire and the points a, b, c, c, and Z are closed by the pressure of the indicator hand.

A switch 134 is mounted on the segment 135 and carries spaced contact points W, O and S, indicating, respectively, wheel, off and speedometer, and governing auxiliary electrical connections to the contact points N, MR, 1,75 2, C377 (64:77; P0 sition; and the speed gage 133 with its contact, a7 Hb, 6,77 c 0,77 Hd.

When the indicator of the switch 134 is either of such mediums, but byA purely me-` moved manually pointed to W, the shifting mechanism may be operated through manipulation of UN, CCR, 1,77 2,77 377 4,77

as previously described; when said indicator is at 8, the shifting mechanism is'operated automatically through the speedometer as previously described; and when said indicator is at 0, or neutral, the shifting mechanism cannot be operated 'through chanical means alone.

It is to 'be understood that the operation of the levers, detents, springs, and other members in the boX M, to eiiect a shifting of the gears as hereinbeforedescribed, is identical in any of the methods of actuation, whether mechanical. mechanical and electrical, or automatic. The only difference is in vthe method of releasing the bell-crank detents'48 to 53 inclusive, which .is accomplished, in thefirst method, regardless of the position of the switch 134, by manually shifting and manually depressing, through the pedal P, of the members31, 32; in the second method, the switch 134 having been to point W, by manual pressure of the selected button N, R,

the push gage adapted to be engaged by 1, 2, 3, or 4, and electrical operation of the corresponding hammer V; and in the thirdmethod, the switch 134 being at point S, -by automatic contact of a point a, 6,77 ab, 0, o d hand of the speedometer, causinga vibration of the corresponding hammer V.

I claim as my invention- 1. In a vehicle an engine, variable speed vgearing mechanism and a clutch therebetween, a member slidingly mounted, driving connections between the engine and said sliding member, means for connectmg said sliding member to the clutch to release the latter, and means for connecting said sliding member to the speed gears, for shift-v ing the same.

2. In a vehicle anengine and variable lngly mounted, driving connections between the engine and said sliding member, and electrically operated means governed by the speed of the vehicle for automatically oonnecting said sliding member to the speedgears and shifting the same.

3. In a vehicle an engine, variable speed ears, and aspeed gage, an actuating memr driven by the engine, mechanical devices adapted for vselective connection of said actuating member to the various speed gears for shifting the latter, and electrical means governed by said speed gage for automatically actuating said mechanical connecting devices, whereby the gears are automatically shifted in accordance with the speed-of the vehicle. A

4 In a vehicle mechanically operated gear shifting devices, the combination of a speed gage, having an indicator hand, electrically operated devices for actuating the gear shifting mechanism, and contact points on said speed gage adapted to be engaged lot by the indicator hand and electrically connected to said electrical actuating mechanism.

5. In a vehicle mechanically o erated gear shifting devices and electrica ly operated devices for actuating the same, the combination of a speed gage having an indicator hand, contact points on sald speed the indicator hand while traveling in. one direction i and electrically connected to the electricalactuating devices, whereby the gears are shifted in one direction, and contact points on-said speed gage adapted to be engaged by the indicator ha`nd Iwhile traveling 1n the Y opposite direction and electrically connected to the electrical actuating devices, whereby the gears are shifted in the opposite direction.

6. In a vehicle an engine and Variable speed gearing mechanism, a member slidingly mounted, driving connections between the engine and said sliding member, mechanism for selectively connecting said sliding member to the various speed gears, electrically operated means for selectively releasing the selective connecting means, and manually controlled means for actuating the electrical operating means.

7. In a vehicle an engine, variable speed gears and a clutch2 a reciprocating member driven by said engine, a controlling member pivoted above and adapted to engage and travel With said reciprocatory member, means for normally holding said controlling member out of engagement with said reciprocatory member, means for temporarily releasing the clutch during every oscillatory movement of said controlling member, gear shiftin members slidingly mounted and connecte to the various speed gears, and means for selectively connecting said gear shifting members to saidcontrolling member.

8. In a vehicle an engine, variable speed gears and a clutch, a reciprocating member drivei bysaid engine, a controlling member pivoti above and adapted to engage and travel at times With said reciprocatory member, a clutch controlling member slidingly mounted and connected to said controlling member, gear shiting members slidingly mounted, and means for selectively connecting said gear shifting members toi said clutch controlling member.

9. In a vehicle an engine, Yvariable speed gears and a clutch, a reciprocating member constantly driven by said engine, a controlling member pivoted above and adapted to engage and travel at times with said reciprocating member, a clutch controlling member slidingly mounted andconnected to said pivoted controlling member, gear shifting members slidingly mounted, levers pivoted above and adapted for selective engageyment and travel with said clutch controlling member, levers pivoted above and adapted for engagement with the gear shifting members and connected in pairs with the Iii-st mentioned levers.

10. In a vehicle an engine, variable speed gears and a clutch, a reciprocating member constantly driven by said engine, a controlling member pivoted above and adapted to -engage and travel at times with said reciprocating member, a clutch controlling member slidingly` mountedigand connected to said pivoted 'controlling member, a plurality of levers adapted for selective engagement with and actuation by said clutch controlling member, gear 'shifting members s lidingly mounted and adapted for movement in opposite directions from normal, a plurality of levers adapted for selective engagement with and actuation of said gear shifting members, and links connecting the {ii-st and second set of levers in pairs.

11. In a vehicle an engine, variable speed Qears and a clutch, a reciprocating member member slidingly mounted and connected to lsaid pivoted controlling member, a plurality of levers adapted for selective engagement with and actuation by said clutch controlling member, gear shifting members slidingly mounted, a plurality of levers adapted for selective engagement With and actuation of said gear shifting members, links connecting the ir'st and second set of levers in pairs, and means for simultaneously releasing the pivoted controlling member and a selected one of the first set of levers.

12. In a vehicle an engine, variable speed gears and a clutch, a reciprocating member driven by said engine, a controlling member pivotally mounted and adapted to engage and travel at times with said reciprocating member, a clutch controlling mem'- ber slidingly mounted and connected to said pivoted controlling member, a plurality of levers adapted for selective engagement with and actuation by said clutch controlling member, gear shifting members slidingly mounted, a plurality of levers adapted for selective engagement' with and actuation of said gear shifting members, links connecting the first and second set of levers in pairs, pivoted detents normally holding said pivoted controlling member and the irst set of levers in inoperative position, means for simultaneously releasing said pivoted controlling member and a selected one of said levers, and means actuated by theoscillafirst mentioned set of levers for repositioning the respective detents for engagement therewith.

13. In a vehicle an engine, variable speed gears and a clutch, a reciprocating member driven by said engine, a controlling member pivotally mounted and adapted to engage at times and travel With said reciprocating member, a clutch controlling meinber slidingly mounted and connected to said pivoted controlling member, a plurality of levers adapted for selective engagement with' and actuation by said clutch controlling member, a gear shifting member slidingly mounted, a plurality of levers adapted for selective engagement With and actuation of said gear shitting members, links connecting the first and second set of levers in pairs, a plurality of arms pivotally mounted and having' spring-pressed detents depending therefrom, one of said detents adapted to engage andsupport said pivoted controlling member and the others adapted to engage and support the first mentioned i levers, means for supporting said arms, and

of said arms and any one of the others.

` controlling member, a plurality o 14. In a vehicle an engine, variable speed gears and a clutch, a reciprocating member driven by said engine, a controlling member pivotally mounted and adapted to engage at times and travel with said reciproeating member, a clutch controlling member y slidingly mounted and connected to said pivoted controlling member, a plurality of levers adapted for selective engagement with and actuation by said clutch control-v ling member, gear shifting members slidingly mounted, a plurality of levers adapted for selective engagement with and actuation of said gear shifting. members, links connecting the first and second set of levers in pairs, a plurality of arms pivotally mounted and having Yspring-pressed detents depending therefrom, the first of said detents adapted to engage and support said pivoted controlling member andthe others adapted to engage and support the first mentioned levers, means for supporting said arms, means for releasing said arms, and means actuated by the oscillation of said pivoted controlling member and the respective levers, for repositioning said arms.

15. In a vehicle an engine, variable speed gears and -a clutch, a reciprocating member driven by said engine, a controlling member pivotally mounted and adapted to engage at times! and travel with said reciprocating member, a clutch controlling member slid; ingly mounted and connected to saidfpivoted,

levers adapted for selective engagement with and actuation by said clutch controlling member, gear shifting members slidingly mounted, a

plurality of levers adapted for selective enf' gagement with and actuation of said` gear shifting members, links connecting the iirst and second set of' levers in pairs, al plurality of arms pivotally mounted andliaving spring-pressed detents depending therefrom, the first of said detents adapted to.

engage and support said pivoted controlling member and the others adapted to enga e and support the first mentioned levers, bel -crank detents adapted normally to support the free ends of said arms, and selective pivoted controlling member and the irst mentioned levers in inoperative position, and means for releasing-said pivoted controlling member either alone or in connection with any one of said levers.

17. In a vehicle an engine and variable speed gears, a gearlshifting mechanism comprising a shaft mounted for rotation, afriction wheel on said shaft engaging and' adapted to be driven by the ily-wheel of the engine, a member slidingly mounted, drivingv connections between said shaft and said sliding member, and means for connecting said sliding member to said gears.

18. In a vehicle an engine and variable speed-gears, a shaft mounted for rotation, a friction wheel on said shaft engaging and adapted to be driven by the iy-wheel of the engine, means for disengaging said friction wheel from the iy-wheel, a member slidingly mounted,\ driving connections between said shaft and said sliding member, and means for connectin said sliding member to said gears for shiiting the latter.

19. In a vehiclev an engine and variable speed gears, a shaft mounted for rotation, a friction Wheel on said shaft engaging and adapted to bedriven by the iy-wheel of.

the engine, a pinion fixed 'to said shaft, an internal gear mounted for rotation and in mesh with said pinion, said internal gear being formed with a wristpin, a member 'slidingly mounted, a pitman pivoted to said sliding member and to said wrist pin, and means for connecting said sliding member to said gears for shifting the latter.

20. In a vehicle an engine, variable speed gears and a clutch, ay reciprocating member driven by'said engine, a controlling member pivotally mounted and adapted to engage at times and y,travel with' said reciprocating member, a clutch controlling member slidingly mounted and connected to saidivoted controlling fmember, a plurality o levers adapted for' selective engagement with and actuation by said clutch controlling member,

gear shifting members slidingly mounted, a

plurality of levers adapted for selective engagement with and actuation of said gear shifting members, supporting members for said ivoted controllmg member and'also for t e first mentioned levers, a releasing member' mounted over the first su porting member, a releasing member sli ingly mounted and adapted.. to lbe positioned over any of said supporting members, and means for simultaneously actuating said releasing members.

In testimony wheieof I hereunto aiix my signature in the resence of two witnesses.`

'ISIDNEY HARDEN.

Witnesses:

C. TB. GRAY, l J. L. Moomw. 

